EP1848901A1 - Procede et dispositif pour commander une boite automatique dans un vehicule a moteur - Google Patents

Procede et dispositif pour commander une boite automatique dans un vehicule a moteur

Info

Publication number
EP1848901A1
EP1848901A1 EP06706985A EP06706985A EP1848901A1 EP 1848901 A1 EP1848901 A1 EP 1848901A1 EP 06706985 A EP06706985 A EP 06706985A EP 06706985 A EP06706985 A EP 06706985A EP 1848901 A1 EP1848901 A1 EP 1848901A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
control
automatic transmission
transmission
signals
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06706985A
Other languages
German (de)
English (en)
Other versions
EP1848901B1 (fr
Inventor
Andreas Wolf
Lutz MÜLLER
Rupert Kramer
Jérome Lochard
Michael Burkhart
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1848901A1 publication Critical patent/EP1848901A1/fr
Application granted granted Critical
Publication of EP1848901B1 publication Critical patent/EP1848901B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0248—Control units where shifting is directly initiated by the driver, e.g. semi-automatic transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures

Definitions

  • the invention relates to a device and a method for controlling an automatic transmission in a motor vehicle according to the preamble of claim 1.
  • the invention further relates to a method according to claim 14 for controlling an automatic transmission by means of an inventive device.
  • the invention has the object to provide an apparatus and a method with which a vehicle with an automatic transmission with low fuel consumption with high flexibility in terms of operability of the transmission is operable.
  • the invention is based on the finding that for a low fuel consumption with high flexibility, for example with respect to the driving style of the driver, a fully automatic operation of an automatic transmission in a vast majority of situations suitable, and a change in a manual transmission operation is useful only in exceptional cases.
  • Such an exceptional case is, for example, falling below a predetermined low limit speed and / or the maneuvering operation, in particular of a commercial vehicle.
  • the invention is based on a device for controlling an automatic transmission in a motor vehicle, the device having a control unit from which signals can be received, which are caused by a gear selector lever and / or a first transmission control, wherein the signals of the first transmission control so can be bridged that the automatic transmission is manually operable.
  • a manual operation of the automatic transmission is only possible if the vehicle has a speed which is less than a predetermined limit speed.
  • a limit speed can be undershot, for example, on inclines, steep slopes, when parking or maneuvering.
  • the driver of the vehicle is then able to bridge the fully automatic operation of the automatic transmission by a manual gear selection, so to be able to switch the automatic transmission manually. If this limit speed is exceeded, then only a fully automatic operation of the automatic transmission is possible, whereby an efficient use of the engine power is achieved. This is judged to be advantageous, in particular with regard to a particularly economical driving mode.
  • a manual operation of the automatic transmission is also allowed if a fault in the transmission control or the transmission itself is detected.
  • the device has a memory component with at least one data field and / or switching program for the automatic transmission, which are provided for the first transmission control so that an operation of the vehicle with relatively low fuel consumption can be achieved.
  • a memory component with at least one data field and / or switching program for the automatic transmission, which are provided for the first transmission control so that an operation of the vehicle with relatively low fuel consumption can be achieved.
  • the device does not process signals which are caused by actuation of a kickdown switch. This is advantageous because when operating a kick-down switch, an automatic transmission is usually controlled so that a lower gear is used. This is usually associated with higher fuel consumption. If signals of the kick-down switch are ignored by the device according to the invention, a consumption-optimized operation of a vehicle with automatic transmission can be achieved.
  • the vehicle when the gear selector lever is in the reverse gear direction "R", the vehicle can only be operated with a specific reverse gear of several reverse gears With regard to a consumption-optimized operation of the vehicle advantageous if, for example always the highest possible reverse gear is selected. If there is a difficult maneuvering situation, the driver can override the automatic mode by dropping below the limit speed threshold and manually insert, for example, the smallest reverse gear.
  • signals of at least one further transmission control can be received by the device according to the invention, wherein the signals of the further transmission control can be bridged so that the automatic transmission can be shifted manually independently of the vehicle speed or selector lever position.
  • a further transmission control is available, which allows full flexibility in the gear selection. In such a FaH there are no restrictions, so that the vehicle can be operated in all gears and in the entire speed range of the engine with a manual gear selection.
  • Transmission controls in the context of the invention may consist of respective hardware units as well as be mapped from respective software functions. Thus, two or more transmission controls may be provided, each including alternative modes of operation.
  • the device is designed to control an automatic transmission for commercial vehicles. This is advantageous because commercial vehicles have a very high mileage and a consumption-optimized operation of the Fährzeuges is associated with a significant economic advantage.
  • the invention further relates to a method for controlling an automatic transmission for a motor vehicle by means of a device, as has been described above.
  • Fig. 1 is a schematic representation of an embodiment of a
  • Fig. 2a, 2b is a flow chart with individual method steps for controlling an automatic transmission according to the invention.
  • control 1 shows a schematic representation of an embodiment of the control device according to the invention, which may be part of a transmission control device.
  • An automatic transmission 1 is controlled by a control unit 2, which has a control module 3.
  • switching elements such as operated hydraulic or pneumatic switching elements or electromotive, electromechanical, electromagnetic actuators or multi-plate clutches or brakes of the transmission, whereby transmission ratio changes of the transmission can be adjusted.
  • the control unit 2 further comprises a switch 4, which can switch between two switching positions in this embodiment.
  • the switch 4, which mechanically or electronically, for. B. by means of software, can be operated, for example, by means of a key which is externally rotated approximately by the driver in a lock switch.
  • the switch can also be designed as a software switch. With the switch 4, an input 5 of the control unit 2 can be controlled.
  • a first transmission control 8 is connected, which can be switched by means of a switch 6 to the control unit 2 or separated from it.
  • the position of the switch 6 is dependent in this embodiment on the position of a selector lever 7, with which a rough preselection of the automatically to be selected gear ratios of the automatic transmission is made. For example, when the selector lever is in the "D" position, it is possible to drive the vehicle in the forward direction. In the selector lever position "R", the automatic transmission 1 is switched so that only reverse gears are provided.
  • Another parameter for the position of the switch 6 may also be the vehicle speed v. If the speed v is above a predetermined limit value, the first transmission control 8 is switched on. On the other hand, below the limit value, it may be permitted for the automatic transmission 1 to be controlled not only by means of the first transmission control 8, but at the request of the driver by a manual gear selection 9 is operated.
  • the switch 6 may be formed mechanically or electronically, and be switchable in the latter variant, for example by means of software.
  • the apparatus may further comprise a memory component 10 in which shift programs and / or data fields are stored for the automatic transmission control tasks manual gear selection these data fields are not considered further.
  • the first transmission control 8 may also be connected to a kick-down switch 11.
  • a kick-down switch 11 Upon complete passage of the accelerator pedal (kick-down), for example, to initiate an overtaking maneuver, as far as possible, a downshift to one or more courses. The shifted gears are then each extended to about the maximum engine speed to improve the acceleration performance of the vehicle. If a consumption-optimized driving is to be possible, signals of the kickdown switch 11 are not taken into account by the first transmission control 8. In order to achieve a higher flexibility of the driving style, however, these signals of the kick-down switch 11 may be permitted in another variant of the invention.
  • the switch 4 can also be displaced into another position, so that there is a connection to the input 12 of the control unit 2.
  • a second transmission control 14 may be connected, which is provided either the only available transmission control or as an alternative to the first transmission control 8.
  • the second transmission control is also 14 switching from automatic to manual gear selection possible.
  • the switching from the second transmission control 14 to the manual gear selection 15 can take place, for example, by means of a selector lever 13. It is possible that the selector lever 13 at any time in any driving situation and. can be operated in any driving style, so that a change in the transmission operation of an automatic transmission control to a manual gear selection is always feasible.
  • the second transmission control 14 may be provided as standard equipment in the vehicle, while the first transmission control 8 and an associated memory component 10 may be additionally provided.
  • FIGS. 2 a and 2 b each show a flow chart or a flowchart with which an embodiment of a method for controlling an automatic transmission of a vehicle is presented.
  • the individual procedural steps in FIGS. 2a and 2b are designated by numbers provided in a circle. In the following description, these steps are each marked with a prefix "S".
  • the control method can be started, for example, by the power supply of the transmission control unit is turned on, such as by switching on the vehicle ignition.
  • step S1 it is checked whether an external connection z. B. is configured by means of a key switch. If this is the case, an external signal, such as an electrical voltage level, is read in.
  • step S2 it can be checked which level this voltage level has. If the voltage level corresponds to a previously determined position "fleet version", this indicates that the control unit Can process signals of a transmission control, which is particularly adapted to the requirements of commercial vehicles or a fleet company. If the voltage level in step S2 does not correspond to the definition for the selection of the fleet version, then the corresponding flag is reset, so that an operation according to the fleet version is not permitted (step S3).
  • step S4 a transmission control which does not have the characteristics of the fleet version is used in step S4.
  • This may be a conventional transmission control, such as the second transmission control 14 of FIG. 1, in which manual gear selection is possible regardless of the position of the transmission selector lever 7 or the vehicle speed v. If the voltage level corresponds to the definition for the selection of the fleet version at step S2, the next step is step S5 (see below).
  • step S1 If it is determined in step S1 that an external interconnection is not configured, there is initially no switching back to a conventional transmission control program. Rather, it is checked in a step S5 whether an end-of-line configuration is present.
  • EOL end-of-line
  • programs required at the end of the transmission or vehicle production in a factory are read into the relevant control unit of the transmission or vehicle.
  • Nach Subsequent modification or extension of the vehicle programming can only be carried out by means of permissible authorization.
  • step S6 If a configuration for such EOL programming is activated, it is checked in step S6 whether the appropriate cells have been programmed in a memory module EEPROM via a suitable approved programming tool. If there are valid configuration values in this EEPROM, Step S7, these are used for further program decision. If the configuration for an EOL program has not been activated and / or corresponding cells have not been programmed in the EEPROM, the data is read from another data field of the transmission control, step S8.
  • step S9 it is checked whether the data originating from the respective data field configure a fleet version. If this is not the case, then it is returned to step S3, in which the flag for the fleet version is reset. Subsequently, for normal transmission control, in Fig. 1, the second transmission control 14, returned. If a fleet version has been configured, then a flag for the fleet version is set in step S10. Thus, it is permitted that the switching programs and / or data intended for a fleet version are used.
  • step S11 an automatic changeover to a fuel consumption-optimized data area of the transmission control takes place (step S11).
  • step S12 it is checked whether the function kickdown (driver's pedaling down request when the accelerator pedal is depressed) is allowed (step S13) or not (step S14). If the kick-down function is not permitted, a further consumption-optimized operation of the vehicle is possible.
  • the function kickdown driver's pedaling down request when the accelerator pedal is depressed
  • step S15 When the selector lever is in "reverse” position "R”, in one embodiment, a particular reverse gear of a multiple-reverse commercial vehicle transmission may be selected. This reverse gear may be, for example, the next higher or the next lower reverse gear, step S16.
  • step S17 If a system malfunction is detected in the transmission control (step S17), manual intervention or gear shift by the driver is permitted, step S18. If there is no system failure, it is checked in step S19 whether the vehicle is stationary or whether the vehicle speed v is less than a predetermined speed threshold value. If this is fulfilled, a manual intervention by the driver is also allowed. Otherwise, manual intervention by the driver is not permitted (step S20).

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
EP06706985A 2005-02-17 2006-02-16 Procede et dispositif pour commander une boite automatique dans un vehicule a moteur Not-in-force EP1848901B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005007128A DE102005007128A1 (de) 2005-02-17 2005-02-17 Vorrichtung und Verfahren zur Steuerung eines automatischen Getriebes in einem Kraftfahrzeug
PCT/EP2006/001383 WO2006087187A1 (fr) 2005-02-17 2006-02-16 Procede et dispositif pour commander une boite automatique dans un vehicule a moteur

Publications (2)

Publication Number Publication Date
EP1848901A1 true EP1848901A1 (fr) 2007-10-31
EP1848901B1 EP1848901B1 (fr) 2009-07-08

Family

ID=36297196

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06706985A Not-in-force EP1848901B1 (fr) 2005-02-17 2006-02-16 Procede et dispositif pour commander une boite automatique dans un vehicule a moteur

Country Status (9)

Country Link
US (1) US8271166B2 (fr)
EP (1) EP1848901B1 (fr)
JP (1) JP2008530469A (fr)
KR (1) KR20070106517A (fr)
CN (1) CN101120190A (fr)
AT (1) ATE435986T1 (fr)
BR (1) BRPI0607868A2 (fr)
DE (2) DE102005007128A1 (fr)
WO (1) WO2006087187A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP4475281B2 (ja) * 2007-02-14 2010-06-09 トヨタ自動車株式会社 車両用無段変速機の変速制御装置
KR100938544B1 (ko) * 2007-11-14 2010-01-25 델파이코리아 주식회사 자동변속기의 전진단 고장에 따른 차량 운행장치 및 그운행방법
DE102009001798A1 (de) * 2009-03-24 2010-09-30 Zf Friedrichshafen Ag Verfahren zum kontrollierten Bergabfahren für ein Kraftfahrzeug mit einem Stufenautomatgetriebe
CN102116369A (zh) * 2010-07-22 2011-07-06 浙江吉利汽车研究院有限公司 自动变速器的手动换挡控制方法
JP5849908B2 (ja) * 2012-09-06 2016-02-03 三菱自動車エンジニアリング株式会社 変速機の制御装置
BR112017022780B1 (pt) * 2015-04-23 2022-11-16 Eaton Intelligent Power Limited Método para controlar um sistema de transmissão manual automatizado
CN106246892B (zh) * 2015-06-08 2019-10-01 上海通用汽车有限公司 车辆自动换挡条件调整装置和方法

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Also Published As

Publication number Publication date
EP1848901B1 (fr) 2009-07-08
US20080208419A1 (en) 2008-08-28
WO2006087187A1 (fr) 2006-08-24
KR20070106517A (ko) 2007-11-01
CN101120190A (zh) 2008-02-06
BRPI0607868A2 (pt) 2009-10-20
DE102005007128A1 (de) 2006-08-31
DE502006004170D1 (de) 2009-08-20
JP2008530469A (ja) 2008-08-07
US8271166B2 (en) 2012-09-18
ATE435986T1 (de) 2009-07-15

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